Airship.



I c. E; LAMBURTH.

AIRSHIP Patented Jan. 31, 1911. 5 SHEBTS-SHBET 1.

G. E. LAMBURTH.

AIRSHIP.

APPLICATION FILED JUNE 21, 1910.

988fi44, Patented Jan. 3, 1911.

5 SHEETSSHEET Z.

0. E. LAMBURTH.

AIRSHIP.

APPLICATION FILED JUNE 21, 1910.

Patented Jan. 31, 1911,

[ 5 SHEETS-SHEET a.

0. E. LAMBURTH;

AIRSHIP.

"APPLICATION FILED JUNE 21, 1910.

Patented Jan.31,1911.

5 SHEETS-SHEET 4.

5. 0 wmj E. LAMBURTH. AIRSHIP.

APPLICATION FILED JUNE 21, 1910.

983,244. Pa tented Jan. 31, 1911.

. 5 SHEETS-SHEET 5.

onrrn STATES PATENT orrion.

CASSIUS E. LAMBURTI-I, OF SAN FRANCISCO, CALIFORNIA.

Amsmr.

Speeiiicationof Letters Patent. Patented Jan. 31, 1911.

Application filed June 21, 1910. Serial No. 568,157.

My invention relates to improvements in.

air-ships. r

My invention consistsof improvements in an air-ship embodying the principleof the Indian arrow or pfeil.

The object of said improvements is to provide an air-ship having great strength, which can be operated at a great speed, and

thereby gain. increased supporting. power,

whereby the strain is taken off the front and rear governors or planes, and alsothe side governors, and transmitted to theneutral axis through the center lines of the'wing planes vertically and horizontally, and a further object is to provide any air-ship which will mechanically balance itself without using side planes or governors wherein the weight of the motor and operator tend to right the vessel and the rigid plane on top, and the eight other planes provided main tain a horizontal position so that but one in- 'dividual can,. manage and control themachine enabling any other occupant of the vessel to rest himself without assisting in the operation of the same.

Referring to the accompanying drawings illustratingmyv invention: Figure 1 is a perspective View of an air-ship embodying my improvements. Fig. 2 is a side elevation of said vessel. Fig. -3 is afront view of said air-ship. Fig. 4 is a front view of said airship shown at an angle in order to illustrate the position ofthe planes and for restoring the equilibrium of the vessel. Fig. 5 is a top plan of said air-ship. Fig. 6 IS a side elevation of said air-ship showing a modifieation in the form of "a balanced side plane and Fig. 7 is'a front view of said ship showing said modification.

In the figures 1 shows one of the main ridi'n wings ally rom each; side of the vessel.

I 2 represents the front rudder having forward extensions 3. The vessel has a top horizontal plane having downwardly curved or warped edges 4 to prevent air fromeach of which-extends laterescaping from the sides and the same is provided. with a central vertical lane 5 dividing the top plane into two undbr planes.

Complementary vertical balancing planes 6 on the outer ends of the main riding wings 1 have inclined V planes 7 for balancing, and said planes 6 and 7 together with plane 16 hereinafter mentioned comprise one separate member of the vessel for simultaneous action.

8 designates two pairs of horizontally dis" posed T-planes each set tandem, and 9 shows a set of similar planes set ona lowerlevel.

Planes '10 are movable: and are triangular in shape, the same being positioned as shown in Fig. 1 and are intended to operate in conjunction with planes 6 when it is desired to restore the equilibrium of the craft.

. .11 showsa rigid connection between planes 10 in order to cause them to act simultaneously.

12 represents the rear T-shaped rudder. A suitable engine 1 1 imparts motion to a propeller 15 which is mounted as shown in Fig. 6. i

' The parts 3, 2, and part 1.2 constitute resp'e'ctively the front and rear governors and tical partitions as shown at 5 and 8 causing the vessel to right itself automatically with- I out warping the wings or requiring movable auxiliaries. By the constructio i of said vessel as herein described and as sh wn in case that the engine should fail to work, the vessel will descend lightly 'to the ground, this effect following from the ressureof the wind from the momentum o the vessel passing. through the underside of the rigid plane 1.

A novel feature in the two balancing the parts 6, 7 and 1 6 constitute the side govplanes 6 and 7 on the outer end of wing plane 1 is that the upper plane 7 is changed to a lesser angle than a right angle and will maintain a vertical positionfrom the velocity of the air passing on either side while the machine is in flight and-b the lower plane 16 on the underside of wing 1 which i will assume such position. The movable planes 6, 7 and 16 being for the control of equilibrium, the top planes 6 and 7 are so formed that when they are turned to one side, the air pressure will be driven along the center line of the plane of planes 6 and 7 and cause the machine to right itself, in which event the planes will be released and again assume the right position. Plane 16 balances planes 6 and 7 and causes the machine to be easily handled.

The; six planes on the'breast of the vessel marked 10 are used for maintaining the equilibrium of the vessel, when a hot current of air is movingupward against the underside of the wingplanes l onone side, and a cold current of air is pressing down on the topjof the wing 1 on the other side. The last mentioned. condition exists when the vessel is'traveling parallel with a river; the planes lObeing then extended so that they catch the wind, either outbound or inbound as required, and right the vessel without the use of the wing planes 6, 7 and 16 The planes 10are hung diagonally as hereinafter 7' explained and are intended to maintain latbraced as shown in the accompanying drawin s.

l vlembers 6'and'7 are combined so as to form one plane, (ibeing the vertical member and 7 the horizontalmember,which issimilar in construction to the plane 8 as shown in Fig. 1, the top ofthe plane 7 catching the wind and righting the ship when depressed. Thereare three lanes 10 on each side of the vessel between the, upper and lower planes 8 and 9 on the front of the same and one plane 1 0 on each side' of the upper plane 8 on the'rear of the vessel. The planes 10 are hungdiagonally being connected at each end as shown in Figs 6, and being so hung thatthe windstriking the upper side of the topof the wing will right the ship without a sudden strain.

The wing planes 1 are placed at such an.

angle of incidence as. to receive the heaviest wind pressure against the vessel to carry the same and thetop plane 4 is also placed at a slight? angle of incidencefor further support of the vessel while the pfeil planes 8 and 9 are placed at a very slight angle of incidence andare intended mostly for stabilizers. The movable wings and planes, and the rudders as shown and described can be operated by cords secured thereto.

A seat may be provided for the aviator in front of the en ine between the two lower .upper plane 8 and the lower plane 9, as

also the diagonal planes 10 on the rear upper plane 8 on each side of the ship as may be operated by suitable cords. The stabilizing planes 6, 7 and 16 011 the extreme ends of the wings are also operated from such seat by suitable cords or means for controlling the same secured thereto.

The plane 16 shown in Fig. 6 is connected to the upper plane 7 so that plane 16 will act as a counter-balance to said plane 7, the plane 16 extending downwardly from said plane 6 as shown in Fig. 7 on each end of wing l as positioned on each side of the vessel.

A post runs from the frame of plane 8 to the underside of plane 4 and a rear diagonal brace from frame of-plane 8 to the plane 4 two diagonal braces one on each side running from plane 4 to center between wing planes 1.

The manner of flight of the vessel'to which it is adapted is shown in the drawings, Figs. 2, 3,, 5 and 6 showing the ship inflight on an even keel and Fig. 4 showing the vessel in flight on an uneven keel with planes 6 and 7 and planes 10 in the act of righting ship.

I claim: 1 1. In an air-ship a frame, oppositely extending wings projecting laterally from said frame, a rigid plane at the apex of said frame and having downwardly turning side edges and a central partitionprojecting downwardly from the said plane; a rear rudder and a front rudder with forward lateral extensions and a plurality of horizontally disposed T-planes. A

2. In an air-ship a frame, oppositely extending wings projecting laterally from said frame, a rigid plane at the apex of said frame and having a central partition projecting downwardly from the said rigid plane; a rear rudder and a front rudder having forward lateral extensions, and a plurality of upper horizontally disposed T- planes anda plurality of lower horizontally disposed T-planes' 3. Inan air-ship a frame, oppositely extending wings projecting laterally from said frame, a rigid plane at the'apex of said frame and having a central partition projecting downwardly from the said rigid plane; a rear rudder and a front rudder havthe . t'rame, a rigid plane: at the apex. of said frame and havin a central (partition projecting downwar ly from sai rigid plane;

a rear rudder and a front rudder-having for-- wand lateral extensions; a plurality of upper horizontally disposed T-planes carrying diagonal planes, a lurality of lower hOIlzontally disposed -planes and a plurality of diagonal planes on the breastjofsaid Vesscl."' v

- In an air-ship a frame; oppositely extending wings promoting laterally from said rV-plane and. a lower inclined plane.- 7

frame; a rigid vplane at the apex of said frame and having a central partition projecting downwardly therefrom; aiiear rudder and a front rudder having forward lateral extensions; a plurality of upper horizontallyidisposed T-planes carrying diagonal pl'anes'; aplurality of lower horizontally disposed T-pla'nes, and a member on the outer end of each of said wings comprising an upper verticalrplane having an inclined In testimony whereof I allix my signature, 30

in presence two witnesses.

CASSIUS E; LAMBURTH.

Witnesses: I

JAMES MAsoiw, M. .V. Comma: 

